Railway car



Nov. '17, 1925. 1,561,488v

H. W. SANFORD RAILWAY CAR Filed Devo. 5, 1923 1 I I l l I I I l l l I l.vl

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Nov. W, i925 H. W. SANFORD RAILWAY CAR I Filed Deo. 3, 1923 3Sheets-Sheet 2 New.A 17 1,925-

H. W. SANFORD RAILWAY CAR Filed Dec. 5, 1923 3 Sheets-Sheet 5 mq* mn..

.Wm N.

Patented Nov.v 17, 1925.

UNITED STATES HUGH W. SANFORD, OIF KNOXVILLE, TENNESSEE.

RAILWAY CAB.

Application led December 3, 1923. Serial No. 678,311.

To aZZ whom zt may concern;

Be it known that I, HUGH W. SANFORD, a citizen of the United States,residing at Knoxville, in the county of Knox and State of Tennessee,have-invented a new and useful Improvement in Railway Cars, of which thefollowing is a specification, reference being had to the accompanyingdrawing.

My improvement relates particularly to mine cars which are to be turnedor tilted bodily for the discharge of the contents of the car.

One object of my invention is to produce a mine car which is adapted tobe turned or tilted for the discharge of its contents, as above stated,and which has its floor or bottom low relative to the track, in orderthat for a given head room the car will hold a maximum load, and, forthe sake of greater stability of the car on the track, carry the loadclose to the track rails.

A further `object of the invention is to produce a car which possessesflexibility allowing partial twisting or flexing of the car frame topermit one axle of the car to incl-ine out of the horizontal plane ofthe other axle, in order that all the wheels of the car may at all timesbear'fully upon the track rails, notwithstanding irregularities in theheight of the rails. tion it is to be remembered that the axles ofy manycars of this type are not swiveledbut resty in bearings which are fixedon the car bod and' in this connection it is further to lie rememberedthat in mining practice the track rails are usually not level nor wellsupported, a large part of the trackage` being temporary and constructedand maintainedv with the least labor. And it is also to be noted thatwhenever one wheel of such a car does not rest well on the track, thatcar is apt to leave the track and thus wreck itself and the train ofwhich it forms a part. To these ends, the car, in its preferred form,includes strong lend sills and strong side sills, and two axles, and afloor or bottem, the side sills having their ends joined tothe endsills'and said four sills forming a frame of amplef'strength forresisting all strains, including `the Vwei ht of the load, end thrust,andlongitudina train pulls, and the axles beingcombined with lthe sidesills above the bottom of said sills, and the major part of the oorbeing below the level of the axles and the Hoor or bottom being -sosupported as to, give thecar frame formed In 'this connec? by the endsills and side sills such exibility as will permit the twisting of theframe to alloT the wheels to remain in engagement with the track rails,although there are irregularities in4 the track, as above. mentioned.

The major feature of the supporting of the bottom is the attachment ofthe ends of the bottom to the end sills, the side edges of the bottombeing free or substantially free from the side sills. A secondary.feature of such supporting consists in -engagement between the bottomand the axles of the car whereby arts of the bottom are supported by theax es.

In the accompanying drawings,

Fig. 1 is a side elevation of a mine car embodying my improvement, partsbeing broken away;

Fig. 2 is a planof the same car, parts being broken away;

Fig. 3 is a lan showing the end sills and side sills combined to formthe frame of the car, with two axles applied to said frame;

Fig. 4 is an elevation of one end of said frame;

Fig. 5 is an upright longitudinal" section on the line, 5--5, of Fig. 3,the bottom plates having been applied;

Figs. 6 and 7 are detail views illustrating the manner of joining theend sills and the side sills;

Fig. 8 is an .upri ht transverse section along the line,8-8, o? Figs. land 2, looking toward the right;

Fig. 9 is an upright transverse section on the lines 9 9, of Figs. 1 and5, looking toward the. right;

Fig. 10 -is an upright section on the line, 10--10, of Figs. 1 the left;

Fig. 11 is a transverse section on the line, 11-11, of Fig. 5, lookingtoward the left;

Fi 12 -is a transverse upright section on the line, 12-12, of Fig. 5,looking toward the right;

Fig. 13.is an uprifght longitudinal section.

of a form different Fi 5;'

i 14 is a similar detail section of still anot er form.

Referring first to Figs. 1 to 12, inclusive, A, A represent end sillseach having a bumper, A1, projecting outward .therefrom and said sillshaving a draw bar element, A2.l also projecting outward from the endsills rom the form shown by and '5, looking towardv `A", and gussetstifl'eners, A5, all preferably formed of one integral casting.

The aforesaid bumper, A1, is swelled outward as indicated'by thedrawing, and immediately over the central portion of the bumper is ltheaforesaid draw bar element, A2, provided with a coupling pin opening,A", which is directly over a similar opening, A7, of the bumper, a spacebeing left between the draw bar element, A2, and the bumper, A1, for thereception of a coupling link, the

coupling pin being designed to drop through the openings, A6 and A7.

The corner stiifeners, A4, which have been described as being part ofthe integral casting, are to be securely riveted to the longitudinal orside sills, B, the sills being slotted as shown at B1 to afford spacefor the gusset stieners, A5.'

The side sills, B, are to be so heavy as to malle them amply strong toresist downward strain 0r drooping and to resist endwise thrust and alsotrain pull. At the same time, the frame consisting of the side sills andthe end sills must possess sufficient flexibility to allow the axles toincline independently of each other, whereby the car wheels at the sameside'of the car are allowed to assume different levels to conform tovariations or irregularities in level of the track on which the carruns.

The two axles, C, are arranged transversely to the side sills and restin bearings, C1, secured to the side sills b bolts, C2. ln the formshown in the drawings, said bearings extend through 'the side sills andcomprise a plate bolted flatwise to the outer sides of the side sills.On each end of each axle is a track Wheel, C3. This arrangement bringsthe axles above the level of the lower edges of 'the side sills. Asleeve, C4, surrounds each axle at its middle and aids in supporting thebottom'structure, as will appear further on. The axles and the axlebearings and the axle sleeves together form axle structures.

Between the rear end sill and the rear axle, C, and the rear parts ofthe side sills, B, is a door plate, D. rlhe rear part of said plate isat the level ofi/the lower edges of 'the side sills. The forward part ofsaid plate extends obliquely upward and across the rear axle, and thendownward in front of that axle nearly to the level of the side sills.

rlhe rear edge of said plate. is 11p-turned to forman upright flange,D1, which rests against the inner face of the rear end sill and issecured thereto by rivets, D2. A middle floor plate, D, extends from theforward end of the plate, D, forward and across the forward axle, C. Therear part of theplate, D, extends along the level of the lower edges ofthe side sills. Then said plate extends obliquely upward and forwardacross the forward axle, C, and thence downward nearly to the level ofthe lower edges of the side sills. The rear end of the plate, D3, isupturned to form a flange, D1, which under-laps the forward edge of theplate, D. Straps, D5, are placed below the axle bearings. C1, and theaxle sleeve, C4, in position to bear against said bearings and saidsleeves while the plate, D, rests ou said bearings and said sleeves. Theforward ends of said straps under-lap the rear face of the flange, D4,of the middle floor plate. D3. Rivets, D", extend through the rear endsof said stra s and the plate, D, and rivets, D1, extend tlirough theforward ends of said straps and the flange, D4, and the forward edge ofthe plate, D.

A front floor plate, D8, extends from below the forward edge of themiddle bottom plate forward at the level of the lower ed es of the sidesills and then upward and obiquely forward to approximately the level ofthe upper part of the end sill. The rear end of the plate, D8, has anupwarddirected flange, D9, which under-laps the front edge of the middlebottom plate, D3. Straps, D5, are applied to the meeting ends of theplates, D3 and D8, in the same manner as such straps are appied to thefree ends of the bottom plates, and D3, as already described. Theforward edge of the plate, DB, is turned downward to form anoutwarddirected flange, D1", which bears against the rear face of theforward end sill and is secured thereto by bolts or rivets, D11

The three bottom plates are wide enough to extend fromv one side sill tothe other; and the side edges of said plates have upwarddirectedflanges, D12, which stand close to the inner faces of the side sills.But thel flanges, D12, are not secured to the side sills, and saidplates are not otherwise secured to the side sills.

rlhus we have a bottom or bottom structure which has its ends attachedto the end' sills and is free from 'the side sills and rests on the axlelstructure, the axles and the axle bearings being regarded as togetherforining axles structures. rl"he tendency of the bottom is to beardownward. Hence the middle parts of the bottom structure normally reston the axle structures. The straps, D5, serve to resist tendency toupward movement of the bottom structure when the car is jolted ortilted'. ln lFig. 13, the straps are omitted and the rear edge of thenext for ward plate is extended backward under the axle structure toprevent the floor structure vfrom rising.

ln Fig. lei, the straps and such rearward extension of the next forwardplate are both omitted, whereby the middle parts of the floor structureare free to rise.

l In these several forms, the

serve to til@ From the foregoin it will be seen that in these severalforms t e ends of the bottom structure are secured to the end sills andthat the side edges of the bottom structure are free from the sidesills.. Thus the frame formed by the side sills and the end sills is tothe least extent restrained from flexing or twisting to allow all thefour wheels of the car to bear fully upon the track rails, wherebydanger of derailing the car is reduced to a minimum.

upward-directed side dangers, Dim, of the bottom plates prevent leakageof coal along the side sills.

While theAv-caimabove described may be used for sidewise dumping, itisespecially designed for discharging from the front end, as by use of aforward tilting tipple. To allow coal to pass over the axles,l theforward parts of the first and second bottom plates are made to riseobliquely; and to allow the coal to pass over the front end sill, theforward part of the forward bottom plate or section is made to riseapproximately to the height of said end sill. lin another applicationfor Letters Patent, executed by me of even date herewith,l the entirebottom structure is below the axles and approxi mately at the level ofthe lower edges of the side sills, and the side edges of gthe bottomstructure are free from Vthe side s1lls.

Placing these bottom structures low permits taking a lar er load for agiven track head room and brings the load closer tothe track, wherebygreater stability is given to the cars.

From the foregoing description it will be seen that further variationsof the structure may be made, the structure yet comprisinga car framehaving ends and sides and the structure comprising further a bottom/f ordoor secured to the frame ends and free from the frame sides, wherebythe frame sides are allowed the largest degree of free; dom fordexibility.

l claim as myinvention,

l. ln a car of the kind described, the combination of a frame, axlestransverse to the length of the frame and located above the lower edgesof ythe frame sides, a bottom plate structure supported by the frameends and the axle structures and parts of. said bottom late structurebeing at approximately t e level of the lower edges of the frame sidesand other parts rising to the level of the axles and the forward frameend, and said bottom structure being substantially` free from the framesides, whereby the frame isgivenfreedcm for flexing or twisting,substantially as described.

2. ln a car of the kind described, the com- .bination of a frame, axlestransverse to the ylength of the frame and located above the lower edgesof the frame sides, a bottom plate structure having flanged edges andbeing supported by the frame ends and the a e structure and parts ofsaid bottom plate structure being at approximately the level .of thelower edges of the frame' sides and other parts rising to the level ofthe axles and the forward frame end and said bottom structure beingsubstantially free from the frame sides, whereby the frame is givenfreedom for Hexing or twisting, substantially as described.

3. ln a car of the kind described, the combination of a frame, axlestransverse to the length of the frame and located above the lower edgesof the frame sides, abottom plate structure having flanged end edges andeing supported by the frame ends and the axle structures and parts ofsaid bottom plate structure being at approximately the level of thelower edges of the frame sides and other parts rising to the level ofthe axles and the forward frame end and said bottom structure beingsubstantially free from the frame sides, whereby the frame is givenfreedom for flexing or twisting, substantially as described.

l. ln a car of the kind described, the combination of a frame, axlestransverse to the length of the frame and located above the lower edgesofthe frame sides, a bottom.

' scribed.

5. In. a car of the kind described, the conn bination of a frame, axlestransverse tothe length of the frameand located above the lower edges ofthe frame sides, a bottom plate structure comprising a plurality ofplates and being supported by the frame ends and extending across andresting on the axle structures, and parts of said bottom plate structurebeing at a proximately the level of the lower edges of) the frame sidesand other partsrising tothe level of the axles and the forward frame endand said bottom structure being substantially free from the frame sides,whereby the frame is given freedom for flexing or twisting,substantially as described.

6. ln a car of the kind. described, the combination of a frame, axlestransverse to the length of `the frame and located above the lower edgesof the frame sides, a bottom plate structurel comprising a plurality ofplates meeting each other at the axles and supported by the frame endsand extending across and resting on the axle struclil() llt) tures, andparts of said bottom plate structure being at approximately the level ofthe lower edges of the frame sides and other parts rising to the levelof the axles and the forward frame end and said bottom structure beingsubstantially freefrom the frame sides, whereby the frame is givenfreedom for flexing or twisting, substantially as described.

7. In a car of the kind described, the combination of a frame, axlestransverse to the length of the frame and located above the lower edgesof the fra-me sides, a bottom plate secured by its rear edge to the rearframe end at approximately the levelof the lower edges of the framesides and having its forward end at the height of and supported by therear axle structure, and a second plate extending from and su ported bythe rear `axle at approximately the level of the lower edges of theframe sides and extending to the height of and supported by the forwardaxle structure, and a forward bottom plate extending from Aand supportedby the forward axle structure at approximately the height of the loweredges of the frame sides and having its forward end at approximately theheight of the forward frame end and secured to said end, Aand the sideedges of said plate being substantially free from fthe frame Sides,whereby the frame is given freedom for flexing or twisting,substantially asy described.

8. In a car of the kind described, the combination of a frame, axlestransverse to the length ofthe frame and located above lthe lower edgesof the frame sides, a bottom plate secured by its rear edge to the rearframe end at approximately the level of the lower edges of the framesides and having its forward end at the height of and snpported by therear axlestructure, and a second plate extending from andsupported bythe rear axle', at approximately the level of the lower edges of theframe sides and extending to the yheight of and supported vby theforward axle structure, and a forward bottom plate extending from andSupported by the forward axle structure at approximately the height ofthe lower edges of the frame sides and having its forward end atapproximately the height of the forward frame end and secured to saidend, and the side edges of said plate being upturned and substantiallyfree from the frame sides, whereby the frame is given freedom forflexing or twisting, substantially as described.

9. In a 'car of the kind described, the combination of a frame, axlestransverse to the length of the frame, and a bottom structure.comprising three plates each having its rear end lower than the axlesand the forward ends of the rear and middle plates rising to the heightof the axles and the forward end of the forward plate rising to theheight of the forward frame end and the meeting ends of said platesbeing joined to each other, and the rear end of the rear plate beingjoined to the rear frame and the forward end of the forward plate beingjoined to the forward frame end, and the side edges of said plate beingsubstantially free from the frame sides, whereby the fra-me is givenfreedom for flexing or twisting, substantially as described.

10. In a car of the kind described, the combination of a frame, axlestransverse to the length of the frame and supporting the frame sides, abottom late structure supported bythe frame en( s, and extending belowthe level of the frame ends and rising to approximately the level of theaxles and the level of the forward frame end and said bottom platestructure having its side edges substantially free from the frame sides,whereby the frame is given freedom for flexing or twisting,'substantial-1y as described.

I-n testimony whereof I have signed my name, this 28th day of November,in the year one thousand nine hundred and twentythree.

HUGH W. SANFORD.

